Air-brake attachment.



No. 743,916. PATENTED NOV. 10, 1903.

ILP. ONG. AIR BRAKE ATTACHMENT.

. APPLIOATION FILED SEPT. 23, 1902. INDv MODEL. I 4 SHEETS-SHEET 1.

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No. 743,916. PATENTED NOV. l0, 1903.

H. F. ONG.

AIR BRAKE ATTACHMENT.

APPLICIATIONY FILED SEPT. 23, 1902.

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i H. T'. ONG. AIR BRAKE ATTACHMENT.

APPLICATION FILED SEPT. 23, 1902.

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H. F. ONG.

AIR BRAKE ATTACHMENT.

APPLIUATION FILED SEPT. 23. 1902.

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PATENTED Nov.. 1o, 1903.

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UNITED STATES,

Patented Novembf 10,1903.

PATENT OFFICE.

HRLON FINLEY ONG, OF WENDLING, OREGON. Y

Al R'BRAKE ATTACHM ENT.

SPECIFICATION forming part of Letters Patent No. 743,916, dated November 10, 1903. Application filed September 23, 1902. Serial No. 124,513. (No model.)

To a/ZZ whom t mfayoonfnerra: Y

Be it known that I, HARLON FINLEY ONG, a citizen of the United States, and a resident of Wendling, in the county of Lane and State of Oregon, have invented a new and Improved Air-Brake Attachment, of which the following is a full, clear, and exact description.

In the use of air-brake systems as now gen-Y erallyorganized when a train is left standing with the brakes applied the gradual leakage of the air will ultimately result in the release of the brakes, and the train is therefore liable to be accidentally moved. This condition is particularly dangerous when trains are left cilically stated, a reservoir having communi,

cation with the train-pipe, a valve controlling such communication, a means operated from a mobile part of the car or'train of cars for operating the valve upon the movement of the car or train, and a motor controlled by the train-pipe pressure, by which motor the said valve-operating means is thrown into and out of action. l/Vhen the train-pipe pressure is lowered, the motor permits the movement of the valve-operating means into active position, and then should the brakes becomereleased the least movement of the train will drive the valve-operating means to'open thev valve and allow the pressure from the said reservoir to pass into the train-pipe, thus setting the triple valve torelease position. The continued operation ofthe motor, in conjunction with the movement of the valve-operating means, then throws the valve to exhaust position and exhausts the train-pipe pressure whereby again to apply the brakes. After the train-pipe pressure is reduced and the brakes are again applied the reduced pressure in the motor allows the valve-operating means lomove again into operative position, so as to be' ready for a repetition of the abovedescribed operation should the brakes again freight-train.

become released. When the train-pipe pressure is increased from the main reservoir of the usual brake apparatus, this increased pressureA operates the motor so as to hold the vvalve-operatimg devices in inactive position, and thus my improved attach ment is arrangednot to affect the ordinary operation of the brake apparatus from the engineers cab.

This specification is an exact description of one example of myinvention, while the claims. Y

define the actual scope thereof.

Reference is to be had to the accompanying drawings, forming a part of this specification,

in which similar characters of reference indicate corresponding parts in all the views.

Figure l is an elevational view showing the apparatus in use. Fig. 2 is a detail section on the line 2 2 of Fig. l. Fig. 3 is an enlarged views illustrating the successive positions ofv the valve with'respect to the stationary cam;A-

which controls the action of the valve-operating means, and Fig. 8 is a diagram showing the relation of my invention to the conventional'brake system.

In Fig.A 8, P indicates the air-pump, E the engineers brake-valve, D the main drum, l0 the train-line, C the brake-cylinder, .A the auxiliary and V a triple valve, of the conventional fluid-pressure brake system.

The apparatus is preferably applied to the posterior end of the train. In Figs. l and 8 I have shown it itted to the Caboose-car, which is generally coupled to the end of a In this view 10 indicates the train-pipe, and it should be assumed that this is arranged with the other parts of the ordinary brake system in the usualor any known manner. Il indicates a branch pipe which passes from the train-pipe up to the Valve 12 and to a pipe 14, running from the' reservoir.

15 to the-pipe 1l. 16 indicates a pipe which 'passes hy the valve 12 and leads from the end of the pipe Il to the pipe 11 at a point intermediate the valve 12 and the pipe 10. 17 (see ICO Figs. l and 3) indicates a pressure-relief de vice placed in communication with the pipe 11 and serving to allow the gradual leakage of pressure from this pipe, but preventing a sudden reduction of pressure. This pressurerelief device comprises a shell and a loose plate 17, which allows a low pressure to pass it, but which is lifted by a strong pressure and closes the shell,thus preventing the escape of such pressure. 18 (see Figs. 1 and 2) indicates a check-valve in the pipe 16, said valve opening toward the reservoir 15. To charge the reservoir 15, pressure is admitted to the train-pipe, and it passes then to the pipe 11, where it is stopped by the valve 12. The pressure device 17 closes upon the sudden increase of pressure, thus preventing the escape of this pressure. The train-pipe pressure therefore passes through the pipe 16, past the valve 18, and into the reservoir 15. This pressure is at all times retained by the valve 18 and normally by the valve 12.

In Figs. 5, 6, and 7 the pipes 10 and 11 and the reservoir 15 are indicated diagrammatically. The valve 12 comprises a casing or body having ports 19, communicating with the pipe 11, and a port 20, communicating with the atmosphere. In the valve-casing 12 a plug 21 operates, and this plug has a passage 22, which when the plug is properly the valve 12 into the cylinder 24, this pipe intermediate the ends of said run 38.

feeding the cylinder 24, and thus causing the piston 25 to move upward. A rod 27 is connected to the piston and passes out at the top of the cylinder, the upper end of the rod being joined to a cross-head 28, in turn connected with side rods 29, which pass down through suitable guides 30 and carry at their lower ends below the cylinder 24 a crosshead 31,

32 indicates a stem attached to the plug 21 of the valve 12, this stem being of flat or other angular cross-sectional form and fitted to slide but not to turn within a tube 33. Said tube is mounted to turn in and to move with the cross-head 31 and carries at its upper end a disk-like head 34, whereto is attached a pin 35. This pin plays ina camgrooved plate 36, fastened rigidly alongside of the cross-head parallel to the path of vertical movement thereof, as best shown in Figs. l and 4. Said plate 36 has formed therein a groove comprising a horizontal transverse run 37, at the right-hand end of which is a vertically-disposed run 38, leading to an upwardly and leftwardly inclined r'un 39. This run 39 terminates in a downwardly and leftwardly inclined run 40, leading into a vertical run 41 at theleft-hand side of the plate at a point This run 41 leads from the left-hand end of the run 37 to the top of the plate. Fastened in the lower end of the tube 33 is a rod 42, which projects down through the floor of the car and carries (see Figs. 1 and 2) a pivoted arm 43, held in active position by a spring 44. This arm 43 carries a pin 45, which is engaged by a cam 46, fastened to the axle 47 or to some other part swinging revolubly in unison with the movement of the car. This cam is so disposed that upon the movement of the train involving a slight rotary movement of the axle 47 the shaft 42 will, through the medium of the arm 43, be rocked to move the disk 34, so that the'pin 35 is thrown from the lefthand end of the run 37, which is its position of rest, (see Fig. 5,) to the right-hand end of said run, (see Fig. 6,) thus moving the plug 21 of the valve 12 from the closed position (shownin Fig. 5) to the position shown in Fig. 6,.in which the pipe 11 is open-throughoutits length and the train-pipe is placed in communication with the reservoir 15.

When the train-pipe pressure is high and the brakes are released, this pressure will keep the piston 25 raised and through lthe medium of the parts 27, 28, 29, 31, and 33 the rod 42 will be raised clear of the cam 46. After the train-pipe pressure is reduced to apply the brakes the piston 25 gradually descends,owing to the escape of the pressure through the tube 26 and past the retaining device 17, and thus the shaft 42 is again lowered, so that the pin 45 rengages the cam 46. The parts stay in this position, and should the leakage from the brake-cylinder result in a release of the brakes and the train begin to move the cam 46. will act on the shaft 42 and throw the collar 34, so that the pin 35 is moved from the position shown in Fig. 5 to that shown in Fig. 6, thus moving the plug-valve 2l', so as to open communication between the reservoir 15 and the trainpipe 10. The superior pressure with which this reservoir had been previously charged will then iill the train-pipe and throw the triple Yvalve into release position. This increase of pressure in the train-pipe, and consequently in the pipe 11, will cause such pressure to be communicated through the pipe 26 to the cylinder 24, and the piston 25 will be raised. This movement of the piston 25 carries with it the cross-head 31 and pin 35, and said pin rides up the run 38 of the vgroove in the plate 36 and thence throughthe inclined run 39, causing the pin 35 to assume-the position shown in Fig. 7 and resulting in a corresponding movement ofthe valve-plug 21, so as to place the train-pipe 10 in communication with the exhaust-port 20 of the valve 12. This exhausts' thetrain-pipe pressure and again applies the brakes. As the trainpipe pressure is exhausted and the pressure of the cylinder v24 leaks out through the pressure device 17 the piston 25. again drops to its lower position and the pin 35 moves through the inclined run 40 of the cam-groove and IIO down through the lower portion of the vertical run 41, thereby returning to the position of of rest, (shown in Fig.5,`} the parts again assu ming the position indicated in Fig. 1, in which position they are ready for a repetition of the above-described operation. As long as the brakes are applied and no movement of the cam 46 takes place the `pin 35 lies as shown in Fig. 5, and then when the engineer varies the train-pipe pressure in the ordinary operation of the brake system the pin 35, with the parts in connection therewith, merely move vertically without any turning move-' ment. It is for this purpose that the run vil in the slot of the cam-plate 36 is provided, by which run this non -operaiive vertical movement of the pin is allowed.

Various changes in the form, proportions, and minor details of my invention may be resorted to at will Without departing from the spirit and scope thereof. myself entitled to all such variations as may lie within the intent of my claims.

Having thus described my invention, I claim as new and desire to secure by Letters Patentv 1. The combination with an air-brake system, of a reservoir, a pipe leading` therefrom, two branch pipes communicating with the rst-named pipe and with the train-pipe, a check-valve in one `of said branch pipes, a valve in the other branch pipe, for the purpose specified, and .means 'for operating the valve, such means comprising a part in `connection with a mobile part of the vehicle to which the brake is applied.

2. The combination with an air-brake system, of a pressure-reservoir for the purpose speciiied, means controlling the communication of said reservoir with the brake system, an operating device for said means, the operatingy device including a member driven from a mobile part of the vehicle to which the brake is. applied, and an automaticallyoperated motor for moving the operating device into and out of active position.

3. The combination with an air-brake system, of means controlling tbe application of purpose specied, a valve controlling the.I

communication of said reservoir with the brake system, an operating device for the valve, the operating device being driven from amobile part of the vehicle to which the brake is applied, and means for automatically moving the operating device into and out of active position.

5. In a fluid-pressure brake apparatus, the combination of a valve, a shaft having slid- Hence I consider ing connection therewith, means for impartingaturningmovementto the shaft tooperate the valve, and means for automatically sliding the shaft to engage or diseugage said means for imparting a turning movement thereto.

6. In a duid-pressure brake apparatus, the combinati-on of avalve, a shaft having sliding connection therewith, means for imparting a turning movement to the shaft, a stationary cam with which the shaft coacts to impart a further turning movement thereto, and means for sliding the shaft.

7. I n a iiuid-pressu re brake apparatus, the combination of a valve, a shaft having sliding connection therewith, means for sliding the shaft, and a stationary cam with which the shaft coacts, whereby to turn the .shaft upon the sliding thereof.

8. In a fluid-pressure brake apparatus, the

combination of a valve adapted to be moved to a plurality of positions, a member having sliding connection with the valve, means for turning said member lto move the valve to one position, means for sliding said member, and a stationary cam with which the said sliding member coacts, whereby to turn the valve in a second position.

9. In a duid-pressure brake apparatus, the

combination of a valve, a member having sliding connection therewith, means for turning the member, means for slidingsaid member toward and from the, means for turning it, and a stationary cam-grooved plate with which a part on the said sliding member coacts, whereby to turn the sliding. member upon the sliding movement thereof.

10. The combination with a Huid-pressure brake system including a train-pipe, brakevalve, main drum, auxiliary reservoir, brakecylinder and triple valve of an auxiliary apparatus for reapplying the brakes, said auxiliary apparatus including a pressure-reservoir separate from the main drum and auxiliary reservoir, and means controlling the communication of said reservoir withY the brake system.

l11. The combination with a duid-pressure brake system including a train-pipe, brakevalve, main drum, auxiliary reservoir, brakecylinder and triple valve, of an auxiliary apratus including a pressure-reservoir, andV ,means cont-rolling the communication of said reservoir with the-train-pipe, and'also controlling the communication of the train-pipe with the atmosphere.

13. The combination with a fluid-pressure Vbrake system, of an auxiliary apparatus for ICO ITO

reapplying the brakes, said auxiliary apparatus including a pressure-reservoir, means controlling the communication of said reservoir with the train-pipe and also controlling the communication ofthe train-pipe with the atmosphere, and an automatic operating device for said means.

14.. The combination with a duid-pressure brake system, including the train-pipe, brakevalve, main drum, auxiliary reservoir, brakecylinder and triple valve, of an auxiliary apparatus for reapplying the brakes, said apparatus comprising a pressure-reservoir separate from 'the main drum and auxiliary reservoir, means for controlling the communication of said pressure-reservoir with the brake system, and automatic operating devices for said controlling means, the operating devices comprising a part capable of connection with a mobile part of the vehicle to which the brake is applied, whereby to start the action of said operating devices upon the movement of the vehicle.

15. The combination with a fluid-pressure brake system, of an auxiliary apparatus separate from the brake system and capable of reapplying the brakes, and means for automatically operating said auxiliary apparatus, such means including a part capable of connection with the mobile part of the vehicle to which the brake is applied, whereby to start the action of said operating means upon the movement of the train.

16. The combination with a fluid-pressure brake system, of an auxiliary apparatus separate from the brake system and capable of reapplying the brakes, means for automatically operating said auxiliary apparatus, such means including a part capable ot' connection with the mobile part of thevehicle to which the brake is applied, whereby to start the action of said operating means upon the movement ofthe train, and devices controlled by the train-pipe pressure, for moving said part in and out of connection with said mobile part of the vehicle.

17. The combination with a fluid-pressure brake system, including the train-pipe, brakevalve, main drum, auxiliary reservoir, brakecylinder and triple valve, of an auxiliary apparatus for reapplying the brakes, said apparatus comprising a pressure-reservoir separate from the main drum and auxiliary reservoir, means for controlling the communication of said pressurereservoir with the brake system, automatic operating devices for said controlling means, the operating devices comprising a part capable of connection with a mobile part of the vehicle to which the brake is appli-ed, whereby to start the action of said operating devices upon the movement of the vehicle, and devices controlled by the train-pipe pressure for moving said part in and out of connection with said inobile part of the vehicle.

18. The combination with a fluid-pressure brake system, of an auxiliary apparatus separate from the brake system and capable of reapplying the brakes, said apparatus cornprising a pressure-reservoir, a valve controlling its communication with the train-pipe and the communication of the train-pipe with the atmosphere, two devices forjointly operating the valve, the one of said devices being capable of connection with a mobile part of the vehicle to which the brake is applied, and means controlled bythe train-pipe pressure for moving the first named of said valveoperating devices in and out of connection with said mobile part of the vehicle and for actuating the other valve-operatingdevice.

19. The combination with a fluid-pressure brake system, of an auxiliary apparatus separate from the brake system and capable of reapplying the brakes, said apparatus comprising a pressure-reservoir, a valve controlling its communication with the train-pipe and the communication of the train-pipe with the atmosphere, two devices 'for jointly operating the valve, the one of said devices being capable of connection with a mobile part of the vehicle to which the brake is applied, and means controlled by the train-pipe pressurefor moving the first named of said valveoperating devices in and out of connection with said mobile part of the vehicle and for actuating the other valve-operating device, the said other or second valve-operating device comprising a turnable member, connected to the valve, and a cam coacting with said member, the two elements being relatively movable.

20. The combination with a Huid-pressure brake system, of an auxiliary apparatus separate from the brake system and capable of reapplying the brakes, said apparatus comprising a pressure-reservoir, a valve controlling its communication with the train-pipe and the communication of the train-pipe with the atmosphere, means for operating the valve, such means including a motor communicating with the train-pipe, and a relatively light closure commanding a vent in the trainpipe, such closure seating to cover the vent under the normal-train-pipe pressure and dropping to uncover the vent under low trainpipe pressure.

In testimony whereof I have signed my name to this specification in the presence of t'wo subscribing witnesses.

HARLON FINLEY ONG.

Witnesses:

O. L. PRICE, RosALIA M. HOFMANN.

IIO 

